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Porsche 968 Turbo S (1993 – 1994)

In 1993, Porsche Motorsports at Weissach briefly produced a turbocharged 968 Turbo S.

Porsche 968 Turbo S Profile - Large
Model
Porsche 968 Turbo S
Years
1993 - 1994
Production
14 units (only for Europe)
Engine
3.0 L Turbocharged Inline 4
Power
304.9 bhp @ 5400 rpm
Torque
368.8 ft lbs @ 3000 rpm
0 - 60 mph
4.50 seconds
Top Speed
175 mph

(1993 – 1994) Porsche 968 Turbo S – Ultimate Guide

The top model of the 968 series is the Turbo S, which also forms the basis for the 968 Turbo RS. Optically the Turbo S is distinguished by two additional air inlets in the engine bonnet, an additional spoiler lip on the nose section and a larger, adjustable rear wing. The body is lowered by 20 mm. The braking system originates from the Turbo S. — Porsche

Thirteen street legal 968 Turbo S (1993 model year chassis WP0ZZZ96ZPS890061…66, 68…71 and 1994 model year chassis RS890061…63) were built for lucky buyers. Considering the handling resulting from the near 50/50 weight distribution, the power and especially the torque, the 968 Turbo S might have been the best street legal Porsche produced at the time. The 964 Turbo 3.3 and Turbo 3.6 were more powerful, but a lot worse in critical situation handling. Interestingly, only the 911 Turbo 3.6 could beat the 968 Turbo 3.0 torque figure, but not the 911 Turbo 3.3.

All of the 968 Turbos were built with the 18″ 3-piece lightweight wheels (Turbo S M407, Turbo RS M406) and bucket seats (Turbo S M384/385, Turbo RS M388/389). Eleven out of thirteen Turbo S were built with air conditioning system, six with central locking, five with airbags. Some cars were uniquely equipped, for example:

  • WP0ZZZ96ZPS890063 Turbo S had regular 968 CS seat on passenger’s side (M382). This car was also the only one that was ordered without the model designation on the rear end (M498).
  • WP0ZZZ96ZPS896061 Turbo RS was built with passenger’s seat (M389 bucket), other RS had only driver’s seat.
  • While most of the Turbo S were built as German versions, there was one built for France (M124), one for Switzerland (M277) and one with North American spec (M553). The latter being the only 968 Turbo with third braking lamp.

The 968 Turbos being so rare, many replicas have been made around the world. How to tell a real thing:

  • All the 968 Turbos have option code M510
  • 968 Turbo S has the option code M042 and the VIN in the following form: WP0ZZZ96ZxS8900xx
  • 968 Turbo RS “production” (non-prototype) cars have the option code M005 and the VIN in the following form: WP0ZZZ96ZPS89606x.

Chassis

Like all 968s, the Turbo S featured a pressed steel unitary bodyshell derived from the 944 S2. Fully independent suspension was via MacPherson struts with alloy lower control arms at the front and semi trailing arms with torsion bars at the rear. Porsche installed the 968’s optional Sport Chassis pack as standard. This comprised stiffer springs and externally adjustable shocks, adjustable spring plates and stabilisers plus reinforced suspension bushes. Ride height was 20mm lower than the standard 968.

Power steering and ABS were retained as was the regular 74-litre fuel tank underneath the boot floor. Brakes and wheels were sourced from the 3.6-litre 911 Turbo S. Red-painted four-piston alloy brake calipers were installed along with cross-drilled and ventilated discs that measured 322mm at the front and 299mm at the rear. The 18-inch three-piece Speedline Cup Design wheels were 8-inches wide at the front, 10-inches wide at the rear and originally came shod with Dunlop Sport 8000 tyres.

Engine & Gearbox

To integrate a single KKK K27 turbo, Porsche had to ditch the VarioCam system found on normally aspirated 968s. As a result, the 968 Turbo S came with the old eight-valve head used by the 944 Turbo. Like the forced induction 944, compression was 8.0:1 compared to 11.0:1 for regular 968s. Thanks to a bore and stroke of 104mm and 88mm, the Type M44/60 engine found in the 968 Turbo S displaced an identical 2990cc to Porsche’s other three-litre inline four cylinder engines.

Another all-alloy, water-cooled unit with a single overhead camshaft, it featured Bosch DME sequential multi-point fuel-injection, a new Lambda sensor and three-way catalytic converter. The water-cooled turbo had a bypass valve and separate wastegate. Boost pressure was set at 1.0 bar. In this configuration, peak output was 304.9 bhp at 5400rpm and 369 lb-ft at 3000rpm. The 968’s original six-speed gearbox was reinforced, fitted with longer ratios on fourth and fifth and given a new type number: G44/01. Transmission was via a beefier Sachs clutch and Torsen limited-slip differential with 75% locking factor.

Body & Colors

Cosmetically, the 968 Turbo S came with a number of special features. At the front, Porsche added a body colored chin spoiler, an enlarged central intake above the license plate and two NACA ducts on the bonnet. A bigger rear spoiler included a central element that could be adjusted through a range of 10°. It was mounted on a new body coloured rear windscreen shroud. To save weight, underseal was omitted from the bodyshell. The 968 Turbo S was built in six different colours: Speed Yellow, Grand Prix White, Midnight Blue, Silver, Blood Orange and Guards Red.

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